grabbing



(No Model.) 2 Shee'ts-Sheet 1. H. S. GRAB-RING. AIR BRAKE FOR RAILWAYCARS.

Patented Oct. 20, 1896.

A TTORNEY.

(Nb Model.) 2 Sheets-Sheet 2 H. S. GRAEBING. AIR BRAKE FOR RAILWAY CARS.

Patented Oct. 20, 18.96.

9414 f li I: 7..

mum

UNITED STATES PATENT OFFICE.-

IIENRY S. GRAEBING, OF ALLEGHENY, PENNSYLVANIA, ASSIGNOR OFTYVO-TI-IIRDS TO JAMES OLLIFFE, SR, AND JAMES OLLIFFE, JR, OE

SAME PLACE.

AIR-BRAKE FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 569,823, dated October20, 1896.

Application filed February 28, 1895 Serial No. 540,114. (No modelJ ToaZZ whom it may concern:

Be it known that I, HENRY S. GRAEBING, a citizen of the United States,residing at Allegheny, in the county of Allegheny and State ofPennsylvania, have invented certain new and useful Improvements inAir-Brakes for Rail way-Cars; and I do hereby declare the following tobe a full, clear, and exact description of the invention, such as willenable others skilled in the art to which it pertains to make and usethe same, reference being had to the accompanying drawings, which form apart of this specification.

My invention relates to a direct air-brake system adapted to be used asan auxiliary to and'in combination with an automatic systern, wherebythe brakes can be applied by either the automatic or quick system or bythe direct, or by both, as may be required.

The object of my invention will be fully set forth in the followingspecification.

In the accompanying drawings, Figure 1 is a diagrammatic view of thesystem as it will appear when in position on the locomotive and car.Figs. 2 and 3 are sectional views, on enlarged scale, of valves used inthe direct system. Fig. i is a view, partly in section, of the mainair-reservoir and the pump.

Similar letters of reference indicate similar parts in the severalfigures.

So far as the automatic system is concerned it is only necessar T torefer to the several parts in a general way.

A is the auxiliary reservoir, B the brakecylinder, D the triple valve, Bthe train-pipe, b the connecting-pipe between the train-pipe and triplevalve, B the main reservoir, Ethe pumps, the engineers brake-valve, Ethe pump-governor, and E the engineers brakevalve reservoir, allconnected together and acting in the usual manner.

D is the direct-air train-pipe, and it is connected to the pipe e by ashort pipe 8, provided with a shut-off valve 6 The pipe 6 connects themain air-reservoir with the engineers brake-valve 0 From the pipe D apipe h leads to the brake-cylinder and is provided with aspring-pressure valve 1), set to withstand not less than fifteen (15)pounds pressure, and it may be considerably more, if desired. A pipe asleads from and into the pipe I) around the pressure-valve Z2 and isprovided with an ordinary check-valve a. From the exhaust-opening of thetriple valve D a pipe 0 leads to the pipe D and is provided with astop-cock 0 b is a two-way cock in the pipe D and is manipulated by theengineer to exhaust air from the pipe D.

b and b are stop-cocks in the pipes leading from the train-pipes and,with the stopcock c*, are intended to cut the carout should anything gowrong with the brakes; or the direct system can be out out and theautomatic used alone.

In operation when the automatic system is used the cock b is closed andthe'valve b operated to exhaust air from the pipe D. In the event itshould be desirable to retain a limited pressure on the brakes, as whendescending a grade, the engineer is enabled to regulate this pressure bymeans of the valve I1 and the use of retaining-valves on each car, whichhave to be operated by the brakemen in automatic systems, is therebyavoided and the engineer has the sole control of his train.

When it is desired to use the direct system, the cock 6 is turned toclose the exhaustfrom pipe D, and the cock Z2 is opened. Air will thenpass from the main reservoir 13 through pipes e, e, D, If, and a, pastthe check-valve (L to the brake-cylinder B, when it will set the brakes,and the pressure can be kept up indefinitely by use of the pump. Bysimply closing the cock h this pressure can be practically retained onthe brakes, and if the auxiliary reservoirs have been exhausted they canbe recharged without releasing the brakes. In order to partially releasethe brakes, the cook 12 is turned to exhaust from pipe D, (the cock ifbeing closed,) when the air in the brakecylinder will pass out throughpipe' 12, pastthe pressure-valve h into pipe D, until the pressure inthe brake-cylinder is reduced to permit the valve 1) to be seated by itsspring. The air will also exhaust through the triple valve in theordinary manner.

The special advantages of the pressurevalve are as follows: In the eventthe train should break the brakes will be set by the automatic system,but the air will at once begin to escape past the pressure-valve b andthrough the direct air-pipe D, but a pressure of fifteen pounds or morewill be retained in the brake-cylinders, (this depending on the pressurerequisite to lift the valve Z9 from its seat,) and this is usuallysufficient to stop a train. Another advantage is that it assists thetriple valve to exhaust in the event the brake-cylinder should beovercharged to such an extent as to prevent the movement of the triplevalve to open the exhaust. In the automatic system this occasionallyhappens and it is necessary to bleed the auxiliary reservoir to reducethe pressure in the brakecylinders sufficiently to enable the pressurein train-pipe to move the triple valve.

' In the event it is required to make an em ergency stop either theautomatic or the direct system may first be used to apply the brakes,and then the other system may be immediately used. The effect will bethat the pres sure in the main reservoir and that in the auxiliaryreservoir Will be utilized to apply the brakes and the train will bequickly stopped.

Having thus described my invention, I claim- 1. A fluid-pressure brakesystem, comprising an ordinary automatic system and a direct-air system,the latter consisting of a direct-air train-pipe communicating with themain air-reservoir, a cock controlling admission of air to saidtrain-pipe, a branch pipe leading from the train-pipe to thebrake-cylinder, a pressure-valve b in the branch pipe, a pipe leadingfrom and into the branch pipe around the pressure-valve and providedwith a check-valve opening to admit air to the brakecylinder, and anengineers valve b to exhaust from the direct-air train-pipe,substantially as described.

2. A fluid-pressure brake system, comprising an ordinary automaticsystem, and a direct-air system, the latter consisting of a di rect-airtrain-pipe communicating with the main reservoir, a cock controllingadmission of air to said direct-air train-pipe, a branch pipe leadingfrom said train-pipe to the brakecylinder, a pressure-valve b in thebranch pipe, a pipe leading from and into the branch pipe around thepressure-valve and provided with a check-valve, a pipe leading from theexhaust-opening of the triple valve to the direct-air train-pipe, and anengineers valve 1) to exhaust from the direct-air train-pipe,substantially as described.

In testimony that I claim the foregoing I hereunto affix my signature,in the presence of two witnesses, this 10th day of December, rh- D.1894.-

HENRY S. GRAEBING.

In presence of FRANK L. KOHEN,

D. KARNS.

